Compression vapor engine

ABSTRACT

A compression vapor engine which, being at its core a cylinder and piston, the latter attached to a rotary wheel, moves the piston to compress air, thereby heating it; introduces water to the compressed air, converting it from liquid to vapor, water to steam; and uses the expanding steam to move the piston reciprocally: all organized as a reciprocal cylinder-piston engine creating continuing rotary movement which can be made to do work.

CROSS-REFERENCE TO RELATED APPLICATONS

None

FEDERALLY SPONSORED RESEARCH

None

SEQUENCE LISTING

None

TECHNICAL FIELD

The present invention is related to steam engines, and to internal-combustion engines of the electric spark plug or other electrical ignition type, and to internal-combustion engines of the compression-ignition type, though it has no function or action of ignition or combustion. It is therefore related to CLASS D15, SUBCLASS 2, which is a non-defined “Steam type.”

BACKGOUND OF THE INVENTION

It is written that when he was a young man, in 1873, Rudolf Diesel enrolled in mechanical engineering studies in Augsburg, Germany. One day, in the physics laboratory at the school, he was shown a device called a “pneumatic lighter.” It was a small cylinder, rather like a bicycle tire pump with a plunger. Its barrel was made of glass so one could see through it, and when the plunger pushed air through it, the air was greatly compressed and consequently acquired a substantial rise in temperature. The astounding aspect of the devise was that when the plunger was pushed, within the barrel of the device one saw, of a sudden, a hot and bright spark, probably from combustion of some dust material or such. The demonstration had a profound impact upon him. Much later he was to convert what he had learned from that experience into his idea of a “heat engine,” which would eventually result in his invention of the internal-combustion compression-ignition engine, ultimately called the “diesel” engine.

Having read of that experience and the application of the principles of its operation to the diesel engine, I, too, was impressed, but I acquired other ideas from it. I saw the creation of heat with a structure of a cylinder and piston as a first step in the function of a machine: a devise to convert heat into mechanical motion. But I also saw that combustion was only one possible process in heat conversion for a machine. I saw a more basic second step, considering the structure and behavior of matter and energy from a more philosophical view. I thought a more direct and more economical conversion of heat to motion could be achieved by creating heat as a first step, but having that heat, rather than put fire to some fuel, facilitate a change of state of some matter in a simple action: from a liquid to a vapor, as from water to steam. Historically, steam was one of the early sources of energy for mechanical motion. I so acquired the idea of making as an invention the below described machine for converting water to steam, and using the steam thus created to effect mechanical motion to do work.

SUMMARY OF THE INVENTION

The purpose and objective of the invention is to, through the motion of a piston in a cylinder, intake air into the cylinder and compress it by the moving piston, whereby the temperature of the air is increased (the air occupying with the same amount of substance a much smaller volumetric space), then introducing a small amount of water into the cylinder, the heat of the compressed air being thereby transferred to the water and the water then being changed in state from liquid to vapor, water to steam. The steam then occupies an even greater volumetric space and exerts pressure on the piston, pushing it back in a reciprocal motion. This motion is then converted to a rotary motion in the invention mechanism, and the rotary motion produced may thereby be put to work. The invention proffers the benefits of a new “fuel” (water), very available and at low cost, for powering an engine, while it produces no combustion.

BRIEF DESCRIPTION OF THE DRAWINGS

This section is related to the included three sheets of drawings and the figures they present, and to the following section describing the structure and operation of the invention, in one preferred embodiment, as a four-stroke compression engine.

FIG. 1 is a diagram showing the structure of the invention in the intake stroke, with the piston midway in its movement downward.

FIG. 2 is a diagram showing the structure of the invention in the power stroke with the piston midway in its movement downward.

FIG. 3 is a diagram showing the structure of the invention as seen from above, showing the head structure and a view of the valve positions related to the top of the piston.

FIG. 4 is a flow chart showing the structure of the movement of the “fuel” (water) to and from the supply tank, the engine proper, and its auxiliary components.

DETAILED DESCRIPTION OF THE INVENTION

One preferred embodiment of the invention is as the well known four-stroke engine, though a two-stroke engine serves as well as another acceptable embodiment of the invention. The invention has a structure much like that of a compression-ignition engine, a “diesel” engine, and its operation is also rather imitative of such an engine. The three sheets of drawings which form the base for this detailed description present four figures of the engine's structure.

FIG. 1 shows the engine as the four-stroke embodiment, showing a sectional view of the engine seen from the front. The entire figure exhibits the three main areas of the engine. The central area is the core area of the engine, comprised of a cylinder block 6 enclosing a movable piston 8 in the “intake” stroke, the piston 8 midway in its motion downward. The upper area, known as the head, is the area where the operation of valves is performed and managed. The lower area, known as the crankcase area, is where the reciprocal, linear motion of the piston 8 is converted into rotary motion.

The central area, the core area, is comprised principally of the cylinder block 6, and this structure encloses the cylinder main chamber 7A. The piston 8 moves up and down, in a reciprocal motion, in the cylinder main chamber 7A. The reciprocal motion is captured by the piston 8 having fixed to it a piston pin 9, to which in turn a connecting rod 10 is connected. The connecting rod 10 can be used to transfer the motion of the piston 8 to any item outside of the cylinder main chamber 7A.

The lower area, the crankcase area, is where the linear motion of the piston 8 is transferred to outside of the cylinder main chamber 7A. In the crankcase area the piston's connecting rod 10 extends downward. The end of the connecting rod 10 has a cap 10A mounted to it, and the connecting rod 10 and its cap 10A allow it to be connected to a wheel pin 11, located off-center on a wheel 12. The said wheel pin 11 acts as one end of a lever, the fulcrum being at the wheel center or axel 13, and the wheel 12 is made to revolve about the center 13. The piston 8 moves in a linear motion reciprocally in the cylinder block 6. The linear motion of the piston 8 in the cylinder 6 is converted to a rotary motion about the center or axel 13 of the rotatable wheel 12. The up and down strokes of the piston 8 become thereby half turns of the rotary device. The axel 13 of the rotatable wheel 12 serves as the crankshaft 13 of the engine. The front and back of the engine are extended from the cylinder block 6 downward to provide a connected support between the cylinder block 6 and a bearing assembly that sustains the crankshaft 13. The entire group of elements and connections serve to transform the linear motion of the piston 8 to a rotary motion of the crankshaft 13. An enclosing structure bounds the area as the crankcase 14, and a crankcase gasket 15 seals the connection of the crankcase 14 and its components to the central area of the engine.

The upper area, the head area, is contained as an area separate from, though connected to, the central area. The base 17 of the structure enclosing the head area is separated from the central area by a head gasket 16. The enclosing structure also has a top 18, which, together with the base 17, performs a part in the operation of the valves in the head area. And there are a number of supporting parts, 19A1, 19A2, 19A3, and 19A4, completing the head enclosure. The supporting part 19A4 serves another purpose to the operation of the engine by being open to the outside in a portion of it, thus serving as the intake port 20A for admitting air from the outside to the engine in its intake stroke.

There are other parts related to the head area which are located above or below the enclosed area. Leading the action is the camshaft 21A and the cam 22A. The camshaft 21A is connected or geared to the crankshaft 13, the principal take-off connection to the engine's motive power.

The camshaft 21A moves the wheel-like cam 22A. The cam 22A has one portion of its wheel-like form having a greater radius than the rest, its greatest radial portion being called the cam nose 23A. When the cam 22A turns, the nose 23A pushes against a push lifter 24A which pushes against a push rod 25A. The push rod 25A is guided upward through the enclosed portion of the head assembly. The push rod 25A thereby rises through the base 17 to above the top 18 of the head assembly.

The rising push rod 25A raises in turn the push-up end 30A1 of the intake rocker arm 30A2. The intake rocker arm 30A2 is supported by a pin 30A4, a rotatable fulcrum which thereby mounts the intake rocker arm 30A2. The rotating fulcrum 30A4 transfers the rising motion of the push-up end 30A1 to a descending force against the push-down end 30A3. The intake rocker arm fulcrum 30A4 is fixed in its location by a fulcrum support 30A5, its base 30A6 fixed to the top 18 of the head enclosure structure,

In FIG. 1, the intake stroke, the intake valve 40A1 is open in its seat or valve port 40A2. The intake valve stem 40A3 extends from the intake valve 40A1 upward through the base 17 and the top 18 of the enclosed head area to a valve controlling section. Just above the top 18, in the valve controlling section, the intake valve stem 40A3 passes through a bottom stop guide 40A6. Above the bottom stop guide 40A6 the intake valve stem 40A3 passes through an intake valve spring 40A4. Above the intake valve spring 40A4 the intake valve stem passes through a top stop guide 40A5, which is fixed to the intake valve stem 40A3. The force of the intake rocker arm 30A2 and the push-down end 30A3 act to press the intake valve stem 40A3 downward against the intake valve spring 40A4. This motion is guided by the top stop guide 40A5 and the bottom stop guide 40A6, which restrict the motion of the intake valve stem 40A3 upward or downward, and control the opening and closing of the intake valve 40A1.

In the operation of the engine, the movement of the piston 8 in the operational process of the invention begins at what may be termed the “top” end of the cylinder main chamber 7A. At the top end the cylinder is initially closed. Moving downward in the intake stroke, the piston 8 leaves the cylinder main chamber 7A relatively empty. When the intake valve 40A1 is opened, air is allowed to enter, and is drawn into the cylinder main chamber 7A from outside by the downward motion of the piston 8, the air entering by way of the intake port 20A, an opening in the right end panel 19A4. Near the end of the intake stroke, the intake valve cam 22A rotates, passes out of the nose 23A area, and releases the pressure against the push lifter 24A, allowing the intake valve spring 40A4 to close the intake valve 40A1.

A matching structure and function of the intake stroke exists as the fourth stroke, the “exhaust” stroke. In FIG. 1 a cross section cut line at the level of the top of the base 17 of the enclosing structure of the head area indicates the location and view of FIG. 3, in which are shown the input, power, and exhaust head areas and the relations of their valves to the cylinder main chamber 7A and to an “auxiliary” chamber 7B.

There is another opening at the top, shown in FIG, 2 and FIG. 3, which facilitates the location and operation of an “injector” 55. During the intake the injector 55 will introduce a small amount of water into the auxiliary chamber 7B. The timing of the opening of the intake valve 40A1 and the operation of the injector 55 is related to the stroke and its purpose in the intake of air in the intake operation and to the water being in the auxiliary chamber 7B for later use in the “power” stroke, as an indirect injection of water to the cylinder main chamber 7A.

In the embodiment portrayed in the drawings there are a number of other parts and assemblies which are not portrayed, though they are important to the successful function of the engine. These are located outside of the engine proper, but are connected to the engine and are supplied their energy of operation from the output of the engine's motion. These include the assemblies transferring motion from the crankshaft 13 to the valve camshafts, as well as to the special camshaft which operates the injection pump 400 and the injector 55, shown in FIG. 4. Central to supplying motive power to these other parts and assemblies is the crankshaft 13. The crankshaft 13 has another important function in making the invention provide power to other machines to do work. The crankshaft 13 is connected at one end to a flywheel of some weight, outside the engine proper. The inertia of the flywheel's movement provides continued motion of the crankshaft 13 through the non-power strokes so that the continued motion of the crankshaft 13 may repeat the series of strokes. In that way the engine may have a continuous motion to power other machines that can do work.

In the second stroke, the “compression” stroke, the air is compressed by the upward motion of the piston 8, the air thus coming to occupy a much smaller volume of space at the top of the stroke, But just before the piston 8 reaches the top in the compression stroke, the intake valve 40A1 is closed and, at the appropriate moment, the power connection valve 40B1, shown in FIG. 2, connecting the main chamber 7A of the cylinder and the auxiliary chamber 7B, is opened, and the compressed air is introduced to the water in the auxiliary chamber 7B. The water then, acquiring heat from the compressed air, undergoes a change of state: from liquid to vapor, water to steam. There follows then the third stroke, the “power” stroke, wherein the piston 8 moves downward because of the steam pressure.

FIG. 2 shows the engine in the third stroke, the “power” stroke, with the piston 8 again midway in motion downward. In FIG. 2 a cross section cut line at a level above the base 17 of the enclosing structure of the head area and just below the auxiliary chamber's covering top 18B indicates the location and view of FIG. 3. In FIG. 2 one can see again the structure and supports forming the encasement of the head areas. The bottom 17 and the top 18 are the same here as noted in FIG. 1. So also are the left end panel 19A1 and the two panels 19A2 and 19A3 sustaining the central area and supporting the rocker arm assemblies. The right end panel 19A4 closes the right end of the head area. New in FIG. 2 is the auxiliary chamber top 18B, covering the auxiliary chamber 7B, and the access location for the injector 55.

An alternative embodiment of the engine would be without the auxiliary chamber 7B and would substitute the injector 55 for the power connection valve 40B1, at that valve's location, This configuration would facilitate for the power stroke a direct injection alternative, water injected directly into cylinder main chamber 7A, just before the power stroke.

When the power stroke nears its end, the cam controlling the power connection valve 40B1, or that controlling the injector 55, would close its operation.

FIG. 3 is a diagram showing the structure of the invention as seen from above, showing a view of the head structure related to the top of the piston 8 . Shown in FIG. 3 are the various stroke areas and the relations of their valves to the cylinder main chamber 7A. In the central area, the power stoke area, there is the power connection valve 40B1 and the injector 55. The area of the head in which these two assemblies are located and sealed off is the cylinder auxiliary chamber 7B. This is the chamber in which water was injected during the intake stroke of the engine. Also shown are the locations of the push rods 25A, 25B, and 25C from the cam structures, which power the rocker arms and ultimately the related valves.

In FIG. 3, as in FIG. 2, the panels extending from the front panel 19A5 to the back panel 19A6 are the same. These are the left end panel 19A1 and the two panels 19A2 and 19A3 sustaining the central area and supporting the rocker arm assemblies. In the right end panel 19A4 is the location of the intake port 20A and the exhaust port 20C. This panel also closes the right end of the auxiliary chamber 7B. FIG. 3 also shows the two side panels 19B1 and 19B2, as viewed from above, closing the front 19B1 and back 19B2 of the auxiliary chamber 7B.

FIG. 4 is a flow chart showing the structure of the movement of the “fuel” (water) to and from the supply tank 100, the engine proper 600, and its auxiliary components. The movement of the water to and from the components of the invention as a whole is routed through a system of connecting tubes, hoses, pipes, conduits. The flow begins with the tank 100 which supplies water to the engine 600. First the water must flow, in the tank, through a strainer 200 which prevents solids from entering the water flow in its distribution to outside the tank. What continues in the flow goes to a lift pump 300, which gives it some pressure, albeit a relatively low pressure. This then flows to an injection pump 400, and this assembly feeds the flow under a determined pressure to the injector 55, located with the engine proper 600. The injector 55 introduces a specific amount of water, under the determined pressure for injection, either directly or indirectly, to the engine in accordance with the embodiment of the invention used in the structure of the engine. What overflows the injection pump 400 in its action is routed on a return trip to the water supply tank 100. The same occurs with the injector 55, routing its overflow also on a return trip to the water supply tank 100. The water injected to the main chamber 7A of the cylinder, either as water in a direct injection or as steam in an indirection injection, is passed in the exhaust stoke, by way of the exhaust port 20C, on a return trip as steam to a condenser 800. There the steam is converted again to water for return to the water supply tank, replenishing the “fuel” supply of the engine. 

What I claim is an engine comprising:
 1. A cylinder and piston, and appropriate auxiliary components, which can take air into the cylinder chamber and compress said air to a high pressure and a high temperature, which said temperature would be high enough to change an amount of water introduced into said cylinder chamber from a liquid to a gas, from water to steam, which said steam in expanding would exert force against said piston, putting said piston in motion within said cylinder of said engine. a. as the embodiment described herein, an engine structure comprising a said piston and a said cylinder main chamber, and an auxiliary chamber, into the latter of which during an intake stroke an amount of said water would be introduced into said auxiliary chamber and be held there through a compression stroke, and when an opening in the head of the said cylinder main chamber would allow said compressed and heated air to enter said auxiliary chamber, said air would induce a change of state in said water held in said auxiliary chamber, from liquid to gas, from water to steam, and said steam would expand into said cylinder main chamber and would press against said piston and would move said piston reciprocally within said cylinder main chamber, and such motion could be used by another machine to do useful work. b. an embodiment wherein a structure of said engine, without a said auxiliary chamber, would provide for, just prior to a power stroke, an amount of said water being introduced into said cylinder chamber by an injector, and said compressed and heated air in said cylinder chamber would induce a change of state in said water injected into said cylinder chamber, a change from liquid to gas, from water to steam, and said steam would press against said piston and would move said piston reciprocally within said cylinder chamber, and such motion could be used by another machine to do useful work. 